U.S. patent number 6,286,867 [Application Number 09/373,988] was granted by the patent office on 2001-09-11 for protective arrangement on a wheel housing of a motor vehicle shell.
This patent grant is currently assigned to DaimlerChrysler AG. Invention is credited to Falk-Hagen Braemig, Guenther Epple, Bernd Harloff, Rolf Zimmermann.
United States Patent |
6,286,867 |
Braemig , et al. |
September 11, 2001 |
Protective arrangement on a wheel housing of a motor vehicle
shell
Abstract
A protective arrangement on a motor vehicle shell wheel housing
has a crumple zone, in particular a front crumple zone. Two
longitudinal members extend in the longitudinal direction of the
vehicle and along the inside of the associated lateral wheel
housing. A wheel is held by wheel guide members within the assigned
wheel housing. A front wall limits the wheel housing on its side
remote from the crumple zone, relative to the passenger
compartment. Protection against excessive penetration of the front
wall by the wheel moving towards the front wall in the event of a
crash is arranged between the tread circumference of the wheel and
the front wall. A tension strut with a fixing section is fixed to
the associated longitudinal member as the protection of the front
wall against excessive penetration and has a lateral intercepting
section which projects outwards laterally and transversely to the
longitudinal member.
Inventors: |
Braemig; Falk-Hagen
(Herrenberg, DE), Epple; Guenther (Rottenburg,
DE), Harloff; Bernd (Boeblingen, DE),
Zimmermann; Rolf (Ehningen, DE) |
Assignee: |
DaimlerChrysler AG (Stuttgart,
DE)
|
Family
ID: |
7877514 |
Appl.
No.: |
09/373,988 |
Filed: |
August 16, 1999 |
Foreign Application Priority Data
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Aug 14, 1998 [DE] |
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198 36 851 |
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Current U.S.
Class: |
280/784; 280/762;
296/198; 280/770; 296/187.03 |
Current CPC
Class: |
B60R
19/00 (20130101); B60R 21/00 (20130101); B62D
21/15 (20130101) |
Current International
Class: |
B60R
21/00 (20060101); B62D 21/15 (20060101); B60R
19/00 (20060101); B62D 021/15 (); B60R
019/00 () |
Field of
Search: |
;280/784,154,850,854,762,770 ;296/188,189,198 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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22 57 940 |
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Jun 1974 |
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DE |
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3243756 |
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Nov 1982 |
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DE |
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43 02 240 A1 |
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Aug 1993 |
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DE |
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195 44 424 |
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Nov 1995 |
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DE |
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198 35 705 A1 |
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Feb 2000 |
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DE |
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2-258481 |
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Oct 1990 |
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JP |
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8-108863 |
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Apr 1996 |
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JP |
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WO 94/06669 |
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Mar 1994 |
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WO |
|
Primary Examiner: Mai; Lanna
Assistant Examiner: Ilan; Ruth
Attorney, Agent or Firm: Crowell & Moring LLP
Claims
What is claimed is:
1. A protective arrangement on a wheel housing of a motor vehicle
shell, comprising a front crumple zone, a lateral longitudinal
member and a front inner longitudinal member, the front inner
longitudinal member extending in the front crumple zone in a motor
vehicle longitudinal direction and along an inside portion of an
associated wheel housing, a wheel held by wheel guide members
within the associated wheel housing, a front wall, which limits the
wheel housing on a side thereof remote from the front crumple zone,
relative to a passenger compartment of the motor vehicle, and a
protection apparatus against excessive penetration of the front
wall by the wheel moving towards the front wall in the event of a
crash, the protection apparatus being arranged between a tread
circumference of the wheel and the front wall, wherein the
protection apparatus comprises an oblong-shape tension strut, said
tension strut having a length that is substantially greater than
its width and having a first fixing section fixed to the front
inner longitudinal member and wherein said tension strut projects
outwards laterally and transversely to the front inner longitudinal
member and further includes a lateral intercepting section.
2. The protective arrangement according to claim 1, wherein the
tension strut is fixed by a second fixing section to an end section
of the lateral longitudinal member which extends in the
longitudinal direction of the motor vehicle and, with an end
section thereof, borders the side of the wheel housing remote from
the front crumple zone.
3. The protective arrangement according to claim 1, wherein the
tension strut is fixed at or below the height of a horizontal plane
through an axle of the front wheel.
4. The protective arrangement according to claim 1, wherein the
included angle between the intercepting section of the tension
strut and a lateral section of the inner longitudinal member or the
first fixing section is approximately 100-140.degree..
5. The protective arrangement according to claim 2, wherein screw
connections releasably fix the tension strut to the inner
longitudinal member and to the end section of the lateral
longitudinal member.
6. The protective arrangement according to claim 5, wherein the
tension strut has slots for the screw connections to compensate
horizontal and vertical tolerance of the tension strut.
7. The protective arrangement according to claim 2, wherein the
tension strut is non-releasably connected to the end section of the
lateral longitudinal member and the inner longitudinal member.
8. The protective arrangement according to claim 2, wherein the end
section of the lateral longitudinal member is an impact
absorber.
9. The protective arrangement according to claim 1, wherein the
tension strut comprises one of a fiber composite or a high-strength
metallic material, including a profiled tension band of sheet
steel.
10. The protective arrangement according to claim 2, wherein the
tension strut is a tube having ends pressed flat in a region of the
fixing sections.
11. The protective arrangement according to claim 10, wherein the
tube has an oval cross section between the flat fixing sections in
the region of the intercepting section.
12. The protective arrangement according to claim 2, wherein the
fixing sections are angled relative to the intercepting
section.
13. The protective arrangement according to claim 2, wherein the
tension strut has a right-angled stop bend, located approximately
in extension of an inner longitudinal member flank of the lateral
longitudinal member.
14. The protective arrangement according to claim 2, wherein the
tension strut has a stop section extending approximately
perpendicularly to the longitudinal direction of the motor vehicle
and is arranged between the intercepting section and the second
fixing section.
15. The protective arrangement according to claim 1, wherein the
tension strut is arranged within the wheel housing to be covered by
an inner wheel housing lining.
Description
BACKGROUND OF THE INVENTION
The present invention relates to a protective arrangement on a
wheel housing of a motor vehicle shell. More particularly, the
present invention relates to a protective arrangement having a
crumple zone, in particular a front crumple zone, in which two
longitudinal members extend in the longitudinal direction of the
vehicle and along the inside of the associated lateral wheel
housing, having a wheel which is held by wheel guide members within
the assigned wheel housing, having a front wall, which limits the
wheel housing on its side remote from the crumple zone, relative to
the passenger compartment, and having means for the protection
against excessive penetration of the front wall by the wheel moving
towards the front wall in the event of a crash, the protecting
means being arranged between the tread circumference of the wheel
and the front wall.
A protective arrangement on a wheel housing of a motor vehicle
shell is described in DE-AS 22 57 940 and relates to a front part
for motor vehicles. A deflector member is arranged on the rear wall
of a front wheel housing. The deflector member has welded-together
sheet metal parts which are welded or bolted to the rear wall of
the wheel housing.
The deflector members functions to guide the front wheels, as they
move backwards against the deflector members in the event of a
frontal impact, outwards and out of the wheel housing and so remove
them from the path of deformation. As a result of the oblique
outward and rearward deflection of the front wheels, the intention
is, among other things, to prevent a deformation of the front wall
of the vehicle and penetration of the wheel rim into the
footwell.
As the front wheels are deflected obliquely outwards and out of the
wheel housings and backwards into the region of the two front doors
by the deflector members in the event of a frontal impact, this
protective arrangement has the disadvantage that the front doors,
in the event of a relatively serious accident, can be possible to
open only partially and with a great expenditure of force, or even
impossible to open at all, as a result of which it is made more
difficult for an accident victim to escape from the vehicle.
SUMMARY OF THE INVENTION
An object of the present invention, therefore, is to provide a
protective arrangement on a wheel housing of a motor vehicle shell
to protect the front wall from excessive deformation and intrusion
by the wheel and to prevent a deflective movement of the wheel out
of the wheel housing into the region to the side of the doors.
This object has been achieved according to the present invention by
a protective arrangement on a motor vehicle shell wheel housing by
providing that a tension strut with a fixing section is fixed to
the associated longitudinal member as a means for protecting the
front wall against excessive penetration and projects outwards
laterally and transversely to the longitudinal member with a
lateral intercepting section.
In the protective arrangement according to the present invention, a
tension strut, as a way of protecting the front wall against
excessive intrusion, is fixed within the wheel housing by a fixing
section to the associated longitudinal member such that, with an
intercepting section projecting outwards laterally and transversely
to the longitudinal member, the movement of a wheel which has been
involved in an accident and moved backwards is stopped. Thus
excessive deformation or penetration of the front wall by the wheel
is prevented. As a result, injuries to passengers can be
significantly reduced, especially in the region of the feet, thighs
or knees. The tension strut is, of course, of appropriately strong
configuration in the region between the fixing section and the
intercepting section to resist the forces arising, especially
tensile and flexural forces, and to transmit them to the
longitudinal member.
The protective arrangement of the present invention is particularly
advantageous in an offset frontal impact with a slight widthwise
overlap of the motor vehicles involved and in a direct oblique
impact from the front against the front wheel. In such event, the
inner and, in this case, front longitudinal members are not struck
from the front and so are not activated as a crumple zone. With the
fixing of the tension strut to the longitudinal member, in an
accident scenario as described above, the energy of the front wheel
intercepted by the tension strut can be transmitted to the
longitudinal member and thus the crumple zone in the region at the
height of the front wheels is activated.
Because the fixing section of the tension strut is fixed
sufficiently far forward on the longitudinal member, a
correspondingly large part of the longitudinal member, and hence
also of the front crumple zone of the vehicle, can be used to
receive, primarily, a tensile force and to reduce the accident
energy. Thus, a significantly improved accident performance arises
as a result of the improved energy absorption of the entire section
of the shell affected.
In a frontal impact with greater widthwise overlap and, in
particular, with higher vehicle speeds, the protective arrangement
according to the present invention has the advantage of providing
that the movement of the front wheel taking place after the
deformation of the front crumple zone is intercepted and its
kinetic energy is transmitted to the longitudinal member. Thereby,
optimum use is made of the remaining front crumple zone in the
region of the front wheel housings.
The protective arrangement can thus be used both at the front
wheels, in the region of the front crumple zone, and also in the
region of the rear wheels and of the rear crumple zone. Not only
because of the fact that the driver's seat is always occupied, the
protective arrangement is particularly preferably arranged at the
wheel housing on the front off-side. For the driver, the further
advantages arising are that the risk of penetration of the pedals
into the footwell and the risk of upward projection of the steering
wheel can be significantly reduced.
In a further embodiment of the invention, the tension strut is
particularly advantageously arranged between the inner longitudinal
member and an end section of a lateral longitudinal member or
longitudinal member section. The tension strut additionally is
fixed to the end section of the lateral longitudinal member. As a
result, a strong protective arrangement is obtained with a
particularly advantageous accident performance, because a large
section of the shell, which encompasses both the inner and the
lateral longitudinal member, can be subjected to the action of the
energy of the moving wheel. That is, in addition to the front
longitudinal member, the lateral longitudinal member can also be
used thereby to absorb the energy arising.
If the tension strut is arranged at a minimum distance in front of
the front wall which varies in accordance with the shell, it can be
deformed backwards by the minimum distance under the impact of the
backward-moving front wheel for energy absorption purposes, without
this resulting in a deformation of the front wall. The result of
this is to provide a particularly safe protective arrangement.
Excessive penetration of the wheel into the front wall even in
serious accidents is thereby prevented.
As a result of the fixing of the tension strut below or at the
height of a horizontal plane through the axle of the front wheel,
the wheel moving backwards in the event of a crash is stopped in
the region of its tread circumference and, at the same time,
excessive penetration of the front wheel into the front wall above
or below the tension strut is also prevented.
The intercepting section of the tension strut can include an angle
of approximately 100-140.degree. with a lateral section of the
inner longitudinal member, and can be directed towards the front
end of the lateral longitudinal member, so that the tension strut,
in the event of a crash, steers the wheel towards the front end of
the lateral longitudinal member. This arrangement has the advantage
that as much energy as possible is passed by the tension strut to
the lateral longitudinal member and can be reduced thereby. Thus,
the tension strut not only performs the function of holding the
front wheel back but, at the same time, also exercises a guide
function towards the front end of the lateral longitudinal member.
In addition, the angle is selected so that, in the event of a
crash, the tensile force exerted by the tension strut on the inner
longitudinal member, considered vectorially, is mostly passed in
the longitudinal direction of the longitudinal member and the front
longitudinal member is thus advantageously used to reduce part of
the accident energy.
It has also proven advantageous to fix the tension strut to the end
section of the lateral longitudinal member and to the inner
longitudinal member in a releasable manner by screw connections and
the like. As a result, the tension strut can also be retrofitted as
a separate component to vehicles whose shell possesses a lateral
longitudinal member adjoining the front wheel housing and an inner
longitudinal member. It is thus possible also significantly to
improve the crash performance of older vehicles configured without
this tension strut, provided that the tension strut can be fixed to
the inner and, if appropriate, lateral longitudinal member. If the
tension strut has been damaged in the exercise of its function as a
result of a minor accident, it can simply be replaced for a new
tension strut as a result of the screw connection.
It has also proved preferable for the tension strut to be provided
with slots to bring about the screw connection. The slots serve to
compensate the horizontal and vertical tolerance of the protective
arrangement. The tension strut can thus be adapted with a precise
fit in order to guarantee maximum possible protection against an
impact of the wheel against the front wall in the event of a crash.
As a result of this adaptability, the tension strut can also be
used for a plurality of different vehicle models.
If the tension strut is already provided when the vehicle is
manufactured, it may, in a further embodiment of the present
invention, be unreleasably fixed by a weld or rivet or similar
connection to the end section of the lateral longitudinal member
and to the front longitudinal member. Consequently, a particularly
strong connection is achieved between the longitudinal members and
the tension strut to withstands high deformational and tensile
forces.
It has also proved particularly preferable to configure the end
section of the lateral longitudinal member as an impact absorber.
This impact absorber has the property of being able to absorb a
particularly large amount of accident energy in the event of an
accident, thus, in particular, also relieving the stress on the
shell lying behind the impact absorber in the direction of travel
and so reducing its deformation in the event of an accident.
In a further embodiment of the present invention, the tension strut
is made from a fiber composite such as, for example, a
high-strength metallic material in the form of a profiled tension
band of sheet steel or the like which is able to absorb high
deformatory forces. In a simple embodiment, the tension strut can
be produced in sections from a steel cable which possesses
adequately breaking-resistant and deformable properties.
In crash tests, a tension strut which has proved particularly
advantageous is made from a tube, especially of oval cross section,
the ends of which are pressed flat in the region of the fixing
sections. This tension strut is particularly resistant to bending
and breakage and exhibits good energy absorption properties. Thus,
a wheel running into the tension strut is slowed in its movement
relatively gently and, as a result, the shell is additionally
relieved of stress. As a result of the flat-pressed fixing sections
at the ends of the tension strut, a particularly tension-resistant
and precisely fitting connection can be achieved between the
tension strut and the associated seatings on the longitudinal
members.
In a further particularly advantageous embodiment, the tension
strut has a right-angled stop bend located approximately in the
extension of the inner longitudinal member flank of the lateral
longitudinal member. In the event of an offset or straight frontal
impact, the right-angled stop bend forms a stop for an inner or
outer rim flare of the front wheel rim. Thereby, the front wheel is
retained in its direction of movement towards the region of the end
section of the lateral longitudinal member and impacts on the
latter to reduce the crash energy.
Depending on the angle of lock at the time of the frontal impact,
the front wheel can be held, with the aid of the right-angled stop
bend and the rim flare running into it, as far as possible in the
region of the lateral longitudinal member and hence also as far as
possible away from the footwell of the front-seat passengers. That
is, as a result of the rim flare running into this right-angled
stop bend, a steering movement or lock movement of the front wheel
triggered by the frontal impact can be stopped and the front wheel
held in the direction of the lateral longitudinal member.
A yet further advantage of the right-angled stop bend is that the
distance of the tension strut from the front wall in the region
thereof is increased. As a result, a greater deformation path of
the tension strut is available in the event of a frontal impact. In
addition, the right-angled stop bend contributes to a gentler
braking of the front wheel.
BRIEF DESCRIPTION OF THE DRAWINGS
Other objects, advantages and novel features of the present
invention will become apparent from the following detailed
description of the invention when considered in conjunction with
the accompanying drawings.
FIG. 1 is a perspective view from below of a section of a motor
vehicle with a protective arrangement according to the present
invention on a front wheel housing;
FIG. 2 is a perspective view of the protective arrangement
according to the present invention arranged within a wheel housing
and having a tension strut according to a first embodiment;
FIG. 3 is a further perspective view of the protective arrangement
according to the present invention arranged within the wheel
housing and having a tension strut according to a second
embodiment;
FIG. 4 is a section view from below of the protective arrangement
according to the present invention having the tension strut
arranged between the inner and lateral longitudinal members shown
in FIG. 3;
FIG. 5 is a perspective view of the tension strut shown in FIGS. 3
and 4;
FIG. 6 is a sectional view through an intercepting section of the
tension strut of FIG. 5.
DETAILED DESCRIPTION OF THE DRAWINGS
FIG. 1 shows in a sectional, perspective view from below a motor
vehicle with its partially visible shell 10 in the region of the
front wheel housing 11. The shell 10 encompasses a lateral
longitudinal member 12 which extends between the front wheel
housing 11 and a known type of rear wheel housing (not shown) in
the longitudinal direction of the vehicle, and a front, inner
longitudinal member 13, which also extends in the longitudinal
direction of the vehicle within a front crumple zone designated
generally by numeral 14 of the motor vehicle. The inner
longitudinal member 13 in this arrangement borders an inner side 15
of the wheel housing 11.
The front wheel 17 with its associated wheel rim 18 is located
within the front wheel housing 11 and is rotatable about an axle
16. Of the wheel guide members which guide and support the front
wheel 17, only a long-and-short-arm suspension 19 is shown.
A tension strut 22 is arranged between a front end section 20 of
the lateral longitudinal member 12, which borders a rear side 21 of
the front wheel housing 11, and the inner longitudinal member 13,
and is in this case secured by screw connections (not shown) to the
longitudinal members 12, 13. The tension strut 22 is arranged at a
minimum distance behind the tread circumference 23 of the front
wheel 17 which ensures the free steering mobility of the front
wheel 17. The end section 20 of the lateral longitudinal member 12
is configured as an impact absorber 24 which has particularly
preferred energy absorption properties. More details of the
arrangement of the tension strut 22 and its various embodiments are
given below, in particular, with reference to the other drawing
figures.
The rear side 21 of the front wheel housing 11 forms, in some
regions, a front wall 25 arranged behind the tension strut 22 which
divides the front-seat passengers' footwells from the wheel housing
11. The front wall 25 makes a transition, in a transitional region
26, into the vehicle floor 27 arranged behind it. The outer lateral
limitation of the wheel housing 11 is formed by a wing 28, which is
appropriately cut away in the region of the wheel housing 11. Not
shown in this embodiment is an inner wheel housing lining which is
arranged in the interior of the wheel housing 11, starting from a
wheel housing groove 29 of the wing 28. The tension strut 22 is
configured and arranged on the two longitudinal members 12, 13 so
that it can be completely covered by the inner wheel housing lining
(not shown).
FIG. 2 shows a diagrammatic perspective view of the tension strut
22' arranged within the wheel housing 11 in accordance with a first
embodiment. The tension strut 22' consists of a profiled tension
band of sheet steel or a similar material. It is, of course, within
the present invention also to use another material of a metallic or
non-metallic type, for example a fiber composite.
The tension strut 22' is angled downwards at its two securing
sections 30', 31' and secured by screws 33 or the like to the front
end section 20 of the lateral longitudinal member 12 and to the
inner longitudinal member 13. The tension strut 22 extends between
the two longitudinal members 12, 13, preferably approximately
horizontally and below or at the height of a horizontal plane which
is defined by the axle 16 of the front wheel 17 (not shown). In its
central intercepting section 34', the tension strut 22 has a bead
35 which increases the rigidity of the tension strut 22' against
deformation and, in particular, its flexural rigidity.
The front wall 25 can be seen behind the tension strut 22' and
makes a transition from an approximately vertically extending
section 36 through the transitional region 26 into the floor (not
shown here). The end section 20 of the lateral longitudinal member
12 is again configured as an impact absorber 24.
FIG. 3 is a perspective view enlarged relative to FIG. 2, of the
tension strut 22" arranged within a wheel housing 11 in accordance
with a particularly preferred second embodiment. The tension strut
22" is formed from a tube of oval cross section which, at its ends
in the region of the fixing sections 30", 31", is angled downwards
towards the intercepting section 34" and pressed flat, and is fixed
to the end section 20 of the lateral longitudinal member 12 and to
the inner longitudinal member 13 by screws 33, rivets or the like.
Instead of the releasable screw connection, the tension strut 22"
can also be fixed to the shell 10 by a non-releasable connection,
for example a welded connection.
In FIG. 3, only the front and lateral longitudinal members 12, 13
of the shell 10 can be seen. A lower part 45 of the A-column is
apparent above the lateral longitudinal member 12. FIG. 4 shows a
section of a view from below of the tension strut 22" of FIG. 3
arranged between the front and lateral longitudinal members 12, 13.
The approximately vertical section 36 of the front wall 25 can be
seen behind the tension strut 22", in the direction of travel, and
is arranged at a minimum distance A behind the tension strut
22".
The intercepting section 34" of the tension strut 22", which
extends approximately horizontally, includes an angle .alpha. of
approximately 100-140.degree. with the fixing section 31 facing the
front longitudinal member 13 or with the longitudinal member 13.
This angle .alpha. may, of course, be selected to be larger or
smaller depending on the respective vehicle type and the shell. The
angle .alpha. is also selected so that the force exerted by a front
wheel 17 on the tension strut 22" in the event of a frontal impact
is passed into the inner longitudinal member 13 with a maximum
possible normal force vector, loading the latter preferably in its
longitudinal direction. It further serves to deflect the front
wheel 17, impacting on the tension strut 22", towards the end
section 20 of the lateral longitudinal member 12.
Approximately in the extension of an inner longitudinal member
flank 37 of the lateral longitudinal member 12, the tension strut
22" has a right-angled stop bend 38" which divides the tension
strut 22", at its end facing the lateral longitudinal member 12,
into the pressed-flat reinforcing section 30" and the stop section
39". The right-angled stop bend 38" is so configured that an inner
or outer rim flare of the front wheel rim 18 can impact upon this
bend in the event of a crash. The purpose is to prevent a front
wheel 17 with outward lock at the front or front wheel 17 moving
backwards from an oblique forward position being moved into the
region of the front wall 25, but, if possible, to move it into the
region of the end section 20 of the lateral longitudinal member 12
or of the impact absorber 24 integrated therein for the absorption
of the accident energy.
FIG. 5 shows the tension strut 22" of FIG. 3, in which slots 41, 42
are provided in the two fixing sections 30", 31" to compensate the
horizontal and vertical tolerance of the tension strut 22". The
pressed-flat fixing sections 30", 31" are, as a result of their
flat, double-walled structure, particularly suited to the
absorption of high tensile stresses, which, in the event of a
crash, starting from the front wheel 17, initially detained in its
movement by the tension strut 22", are passed via the screw
connection 33 into the inner longitudinal member 13 and so into the
front crumple zone of the vehicle.
The intercepting section 34" of the tension strut 22" makes a
transition in two transitional sections 43", 44" into the region of
the fixing sections 30", 31". The transitional sections 43", 44"
are so shaped and manufactured that the strength of the tension
strut 22" in this region is hardly reduced. The oval intercepting
section 34" shown in FIG. 6 is configured to withstand, in
particular, high bending and tensile forces. The cross section is
inclined at an angle .beta. of about 10.degree. to the vertical in
order to achieve very good blocking performance and a particularly
good retention effect if impacted by a front wheel 17.
FIG. 7 is a side view through the tension strut 22" of FIG. 5 with
the fixing section 31", which is fixed to the longitudinal member
13. The fixing section 31" is inclined upwards at an angle .gamma.
of approximately 10-15.degree. to the horizontal and fixed to a
seating (not shown) on the longitudinal member 13 in order to
withstand, in particular, high tensile forces. The fixing section
30" at the opposite end is preferably fixed approximately
horizontally to a seating on the end section 20 of the lateral
longitudinal member 12.
The foregoing disclosure has been set forth merely to illustrate
the invention and is not intended to be limiting. Since
modifications of the disclosed embodiments incorporating the spirit
and substance of the invention may occur to persons skilled in the
art, the invention should be construed to include everything within
the scope of the appended claims and equivalents thereof.
* * * * *